JP2018058548A - Electric motor car - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide an electric motor car, which can suppress a seat from being folded back while being expanded.SOLUTION: The electric motor car comprises: a main body part 15 that has a deck 16 and a stay 17, and supports driving wheels 11, a driven wheel 12 and a steering wheel 20; a seat 40 that can be held at a storage position and at an expansion position; a first lock mechanism 31 that regulates relative turning of the deck 16 and the stay 17; a lock release actuator 32 that releases the regulation on th relative turning by the first lock mechanism 31 so that the car can be switched between a use state and a folded-back state; and a trigger switch 29 that outputs an operation signal representing an intention to release the regulation on the relative turning. When the operation signal is outputted in a state where it is detected that the seat is in the use state, a driving signal for releasing the regulation on the relative turning is outputted to the lock release actuator 32 unless it is detected that the seat 40 is at the expansion position, but the driving signal is not outputted to the lock release actuator 32 if it is detected that the seat 40 is at the expansion position.SELECTED DRAWING: Figure 1

Description

  The present invention relates to an electric vehicle.

  Conventionally, as an electric vehicle, what was described in patent document 1, for example is known. This electric vehicle has a drive wheel and a driven wheel arranged at intervals in the traveling direction, and has a luggage storage part and is arranged between the drive wheel and the driven wheel and rotatably supports the drive wheel and the driven wheel. A deck (frame), a stay connected to the deck and extending upward from the deck, a seat (seat) supported by the stay, and a handle are provided. The electric vehicle is configured to be switchable between a sitting state in which the user sits on the seat and grips the handle and a loading platform in which the user descends from the seat to the ground and grips the handle.

  For example, the seat is rotatably connected to the stay, and is unfolded so that the seat extends in the reverse traveling direction in the sitting state, and is stored so that the seat extends downward in the loading platform.

  The stay is rotatably connected to the deck, and is closed so that the stay and the deck overlap when the electric vehicle is transported (folded state). Thereby, smooth conveyance of an electric vehicle is attained.

Japanese Patent Laid-Open No. 2006-159778

  By the way, in Patent Document 1, for example, when an electric vehicle is switched from a used state such as a sitting state to a folded state, a seat needs to be stored in advance. This is because when the sheet is left unfolded, it interferes with the sheet when the stay and deck are closed.

  The objective of this invention is providing the electric vehicle which can suppress that a sheet | seat is folded with it expand | deployed.

  An electric vehicle that solves the above-described problem has a deck and a stay that is pivotally connected to the deck, and is rotatably connected to the stay and a main body that supports the driving wheel, the driven wheel, and the handle, The sheet that can be held in the retracted position and the unfolded position, a lock member that restricts relative rotation of the deck and the stay, and the relative rotation by the lock member so as to be switchable between a use state and a folded state. A lock release member that releases the restriction of movement, a lock release operation unit that outputs an operation signal indicating an intention to release the restriction of the relative rotation, a first detection member that can detect that the device is in use. When the operation signal is output in a state where the second detection member capable of detecting that the sheet is in the unfolded position and the use state is detected, the sheet is in the unfolded position. If it is not detected, a drive signal for releasing the restriction of the relative rotation is output to the unlocking member so that it can be switched to the folded state, and it is detected that the seat is in the unfolded position. And a control unit that does not output the drive signal to the unlocking member.

  According to this configuration, when the operation signal is output in accordance with the operation of the unlock operation unit in the use state of the electric vehicle, if the seat is not detected in the unfolded position, The drive signal is output to the lock release member by the control unit. Thereby, the electric vehicle can be switched to the folded state while the deck and the stay are relatively rotated. On the other hand, if it is detected that the seat is in the unfolded position when the operation signal is output with the operation of the unlocking operation unit in the use state of the electric vehicle, A drive signal is not output to the lock release member. Thereby, the relative rotation of the deck and the stay remains restricted, and the electric vehicle can be prevented from being switched to the folded state while the seat is unfolded.

  The electric vehicle includes an attitude detection unit that detects an attitude of the stay, and the control unit outputs the operation signal by the attitude detection unit when the operation signal is output in a state where the operation is detected. It is preferable that the drive signal is output to the unlocking member if the standing state of the stay is detected, and the driving signal is not output to the unlocking member if the standing state of the stay is not detected.

  According to this configuration, when the operation signal is output in accordance with the operation of the unlock operation unit in the use state of the electric vehicle, if the standing state of the stay is detected by the posture detection unit, The controller outputs the drive signal to the lock release member. Thereby, the electric vehicle can be switched to the folded state while the deck and the stay are relatively rotated. On the other hand, when the operation signal is output in accordance with the operation of the unlocking operation unit in the use state of the electric vehicle, if the standing state of the stay is not detected by the posture detection unit, the control unit The drive signal is not output to the lock release member. Accordingly, it is possible to prevent the restriction of the relative rotation from being released in a state where the stay is not in a standing state, for example, in a state in which the stay is sleeping and the deck is standing up. Against the falling of the deck.

  In the electric vehicle, it is preferable that the control unit stops the output of the drive signal when the output of the operation signal is stopped in a state where the drive signal is output to the lock release member.

  According to this configuration, when the output of the operation signal is stopped in a state where the drive signal is output to the unlocking member, that is, the operation of the unlocking operation unit is stopped for some reason. The output of the drive signal is stopped. Accordingly, the relative rotation can be quickly regulated by the lock member in accordance with the cancellation of the intention to cancel the regulation of the relative rotation.

  The present invention has an effect of suppressing the sheet from being folded while being unfolded.

The perspective view which looked at the structure from one back upper direction about one embodiment of an electric car. The perspective view which looked at the structure from the diagonally upper right about the electric vehicle of the embodiment. The side view which shows the structure in a seat boarding mode, and a user's attitude | position about the electric vehicle of the embodiment. The side view which shows the structure in a cart mode and the attitude | position of a user about the electric vehicle of the embodiment. The side view which shows the structure in carry mode about the electric vehicle of the embodiment. The block diagram which shows the electric constitution about the electric vehicle of the embodiment. The flowchart which shows the control aspect at the time of switching from the use state to the folding state about the electric vehicle of the embodiment. The flowchart which shows the control aspect at the time of switching from the folding state to the use state about the electric vehicle of the embodiment.

Hereinafter, an embodiment of an electric vehicle will be described.
As shown in FIGS. 1 and 2, the electric vehicle 10 includes a drive wheel 11 and a driven wheel 12 that are arranged at intervals in the traveling direction. The drive wheels 11 are provided as a pair with an interval in the vehicle width direction. In addition, the electric vehicle 10 includes a main body 15 having a deck 16 and a stay 17. The deck 16 constitutes a footrest portion or a load rest portion of a user who gets on the deck 16 and is rotatably connected to the lower end portion of the stay 17 at the front end portion around an axis O1 extending in the vehicle width direction. . The lower end portion of the stay 17 is widened on both sides in the vehicle width direction to form a pair of holder portions 17a.

  Both drive wheels 11 are rotatably supported around the axis O2 extending in the vehicle width direction at the lower end portion of the stay 17 on both outer sides in the vehicle width direction of the stay 17 (both holder portions 17a). The driven wheel 12 is rotatably supported via a bearing member 18 provided at a front end portion of the deck 16 that is separated from the stay 17 below the deck 16. The deck 16 can turn with respect to the traveling direction by the bearing member 18 rotating around an axis extending in the vertical direction.

  At the upper end of the stay 17, a loop-shaped handle 20 that extends upward and on both sides in the vehicle width direction is supported so as to be rotatable around an axis extending in the vertical direction. That is, the handle 20 includes a connecting portion 21 into which the upper end of the stay 17 is fitted in a rotatable state, and a pair of handle portions 22 and 23 connected to both ends of the connecting portion 21 in the vehicle width direction. Both grip portions 22 and 23 have a substantially V-shape that opens in the vehicle width direction facing each other. And the front-end | tips of both the grip parts 22 and 23 are connected via the substantially I-shaped conveyance handle part 24 extended in the vehicle width direction.

Further, a substantially saddle-shaped seat 40 is rotatably connected to an intermediate portion in the vertical direction of the stay 17 around an axis O3 extending in the vehicle width direction.
The holder portion 17a on one side (left side in FIG. 1) is provided with a substantially disk-shaped first mechanical locking mechanism 31 that is adjacent to the deck 16 and coaxial with the axis O1. The first lock mechanism 31 restricts the relative rotation of the deck 16 and the stay 17 around the axis O1 in the locked state and allows the relative rotation of the deck 16 and the stay 17 around the axis O1 in the unlocked state. To do. The first lock mechanism 31 is basically configured to maintain the locked state regardless of the inclination angle of the deck 16 and the stay 17.

  The first lock mechanism 31 is provided with a lock release actuator 32 as a lock release member mainly composed of, for example, an electric motor. The lock release actuator 32 switches the first lock mechanism 31 to the unlocked state by releasing the drive signal (releases the restriction of the relative rotation by the first lock mechanism 31), and outputs the drive signal. Stopping allows the first lock mechanism 31 to be switched to the locked state.

  In addition, a pair of electric motors 33 that rotationally drive both drive wheels 11 around the axis O2 are accommodated in both holder portions 17a. Furthermore, a pair of electric or electromagnetic braking mechanisms 34 that reduce or stop the rotation of both electric motors 33 are accommodated in both holder portions 17a. Therefore, the electric vehicle 10 can go straight along the traveling direction when the electric motors 33 are rotationally driven together with the drive wheels 11 at the same rotational speed. For example, the electric vehicle 10 travels straight in the traveling direction in which the drive wheels 11 precede the driven wheels 12 (hereinafter also referred to as “forward traveling direction”) because the two electric motors 33 rotate forward at the same rotational speed. To do. On the contrary, the electric vehicle 10 has a traveling direction in which the drive wheels 11 follow the driven wheels 12 (hereinafter, also referred to as “reverse traveling direction”) by rotating both electric motors 33 at the same rotational speed. Go straight. In addition, the electric vehicle 10 can turn with respect to the traveling direction by rotating both the electric motors 33 together with the both drive wheels 11 at different rotational speeds. Furthermore, the electric vehicle 10 can be decelerated or stopped by driving both braking mechanisms 34.

  A substantially disk-shaped mechanical second lock mechanism 41 is disposed adjacent to the seat 40 and is substantially coaxial with the axis O3 in the middle portion of the stay 17 in the vertical direction. The second lock mechanism 41 restricts relative rotation of the stay 17 and the seat 40 around the axis O3 in the locked state, and allows relative rotation of the stay 17 and the seat 40 around the axis O3 in the unlocked state. To do. The second lock mechanism 41 is basically configured to maintain the locked state regardless of the inclination angle of the seat 40 and the stay 17.

  Further, an unlocking lever 49 is rotatably connected to the middle portion of the stay 17 in the vertical direction around the axis O3. The lock release lever 49 is formed in a substantially gate shape that sandwiches the seat 40 including the second lock mechanism 41 in the vehicle width direction, and is normally held at an initial position extending substantially along the stay 17. The lock release lever 49 is linked to the second lock mechanism 41. When the lock release lever 49 is rotated from the initial position so as to be separated from the stay 17, the second lock mechanism 41 is switched to the unlocked state, and the rotation operation is performed. The second lock mechanism 41 is allowed to switch to the locked state by rotating back to the initial position along with the release.

  Here, the electric vehicle 10 can be switched to various modes with different postures according to the application by changing at least one angle of the deck 16 and the seat 40 with respect to the stay 17.

  That is, as shown in FIG. 3, in the seat riding mode (sitting state) as the use state of the electric vehicle 10, the stay 17 is inclined so as to go in the reverse traveling direction as it goes upward, and the seat 40 is reversed. Extends in the direction of travel. The rotation position of the sheet 40 at this time is referred to as a development position (or a fully open position). In this seat riding mode, the user U is seated on the seat 40 in the forward running direction and grasps the handle 20, and takes the posture where the soles of both feet sandwiching the stay 17 in the vehicle width direction are on the deck 16. Thereby, the user U can move by electric power while sitting on the electric vehicle 10. It goes without saying that the stay 17 is positioned on the side preceding the deck 16 in the traveling direction (forward traveling direction) in the seat riding mode.

  Further, as shown in FIG. 4, in the cart mode (loading bed state) as the use state of the electric vehicle 10, the stay 17 is inclined so as to go in the reverse traveling direction as it goes upward according to the seat boarding mode, The sheet 40 extends downward substantially along the stay 17. The rotation position of the seat 40 at this time is referred to as a storage position (or a fully closed position). In this cart mode, the user U stands in the reverse travel direction at a position closer to the forward travel direction than the electric vehicle 10 and takes the posture of gripping the handle 20. As a result, the user U can move manually with the load B on the deck 16. Needless to say, the traveling direction (reverse traveling direction) in the cart mode is set to be opposite to the traveling direction (forward traveling direction) in the seat riding mode. Further, in the cart mode, the electric motor 33 may be energized to drive both drive wheels 11. Thereby, when carrying a heavy load etc., the burden of the user U can be reduced.

  Further, as shown in FIG. 5, in the carry mode as the folded state of the electric vehicle 10, the electric vehicle 10 is folded so that the deck 16 and the stay 17 overlap, and the seat 40 is moved to the stay 17 according to the cart mode. It extends substantially along. Thereby, the user U can carry the electric vehicle 10 while gripping the handle portion 24 at the time of conveyance and rolling the driving wheel 11.

  Note that, for example, an arm-shaped stand 19 is connected to the tip of the deck 16 on the drive wheel 11 side so as to be rotatable around an axis extending in the vehicle width direction. The stand 19 supports the electric vehicle 10 in the carry mode in a standing posture in cooperation with the drive wheels 11 when the stand 19 is in a rotational position where the stand 16 is opened with respect to the deck 16 and can be brought into contact with the ground. Needless to say, in the use state (seat riding mode or cart mode), the stand 19 is closed so that the tip does not contact the ground.

  As shown in FIG. 1, the upper end portion of the handle portion 22 of the handle 20 is inserted through a cylindrical accelerator lever 26 that is substantially concentric with the handle portion 22. The accelerator lever 26 is rotatable around an axis substantially along the center line, and is held at a predetermined initial rotation position. The accelerator lever 26 is equipped with an electronic sensor having an acceleration sensing function, and is rotated by the user U from the initial rotation position, so that the movement speed (speed adjustment) is changed according to the rotation angle. An operation signal is output. On the other hand, a push-type brake button 27 is installed at the upper end of the handle portion 23 of the handle 20. The brake button 27 is equipped with an electronic switch having a braking sensing function, and is configured to output an operation signal for deceleration or stop when pressed by the user U.

  A push-type selection switch 28 and a trigger switch 29 as a lock release operation unit are installed in the handle 20 at the time of conveyance of the handle 20. The selection switch 28 is arranged at the front part of the grip part 24 at the time of the grip part 22 side. This is so that the user U standing in the reverse traveling direction at a position closer to the forward traveling direction than the electric vehicle 10 according to the cart mode can easily hit the thumb T of the right hand H. The trigger switch 29 is disposed at the lower part of the center part in the vehicle width direction of the grip part 24 during conveyance. Similarly, the user U who stands in the reverse traveling direction at a position closer to the forward traveling direction than the electric vehicle 10 holds the finger F when gripping the grip portion 24 during conveyance with a finger F other than the thumb T of the right hand H. This is so that it can be applied without difficulty. Alternatively, the user U who sits on the seat 40 in the forward traveling direction and grips the handle 20 in accordance with the seat boarding mode cannot easily touch the finger F or the like.

  When the selection switch 28 is pressed by the user U, the selection switch 28 outputs an operation signal for selecting the type of usage (seat riding mode or the like). Specifically, the selection switch 28 sequentially advances the types of usage patterns in accordance with the number of operation signal outputs (that is, the number of pressing operations by the user U). Therefore, the operation signal of the selection switch 28 also indicates that the user U is in the riding state or the non-riding state.

  On the other hand, the trigger switch 29 outputs an operation signal indicating an intention to operate the unlocking actuator 32 to switch the first locking mechanism 31 to the unlocked state when pressed by the user U. More precisely, the simultaneous output of both operation signals of the selection switch 28 and the trigger switch 29 represents the intention to operate the unlocking actuator 32 to switch the first locking mechanism 31 to the unlocked state.

Next, the electrical configuration of the present embodiment will be described.
As shown in FIG. 6, the electric vehicle 10 includes an ECU (electronic control unit) 50 as a control unit installed at an appropriate location. The ECU 50 is electrically connected to the accelerator lever 26 and inputs the aforementioned operation signal Ma of the accelerator lever 26. The ECU 50 is electrically connected to the brake button 27 and inputs the aforementioned operation signal Mb of the brake button 27. Further, the ECU 50 is electrically connected to the selection switch 28 and inputs the aforementioned operation signal Ms of the selection switch 28. The ECU 50 is electrically connected to the trigger switch 29 and inputs the aforementioned operation signal Mt of the trigger switch 29.

  Further, the ECU 50 is electrically connected to a deck unfolding switch 51 and a deck retracting switch 52 that are installed at appropriate locations (for example, the peripheral edge of the axis O1) of the electric vehicle 10. The deck unfolding switch 51 is in a state where the angle formed between the deck 16 and the stay 17 is substantially maximum (hereinafter also referred to as “fully open state”), and the electric vehicle 10 is in a use state (seat riding mode or cart mode). A detection signal Sdo that is turned on when the state is switched to is output to the ECU 50. The deck storage switch 52 is in a state where the angle formed between the deck 16 and the stay 17 is substantially minimum (hereinafter also referred to as “fully closed state”), and the electric vehicle 10 is in a state of switching to the carry mode. The detection signal Sdc that is turned on is output to the ECU 50. The deck unfolding switch 51 and the deck retracting switch 52 constitute a first detection member.

  Further, the ECU 50 is electrically connected to a sheet expansion switch 53 and a sheet storage switch 54 that are installed at appropriate positions of the electric vehicle 10 (for example, a peripheral portion of the axis O3). The sheet unfolding switch 53 outputs to the ECU 50 a detection signal Sso that turns on when the sheet 40 is in the unfolding position (fully opened position). The seat storage switch 54 outputs to the ECU 50 a detection signal Ssc that is turned on when the seat 40 is in the storage position (fully closed position). The sheet development switch 53 and the sheet storage switch 54 constitute a second detection member.

  Further, the ECU 50 is electrically connected to a stand opening switch 55 installed at an appropriate location of the electric vehicle 10 (for example, the peripheral portion of the stand 19). The stand opening switch 55 outputs to the ECU 50 a detection signal Ss that turns on when the stand 19 is open.

  Further, the ECU 50 is electrically connected to a rotation operation amount sensor 56 installed at an appropriate location of the electric vehicle 10 (for example, the upper end portion of the stay 17). The rotation operation amount sensor 56 is an electronic sensor having a steering sensing function, and outputs a detection signal Mh representing the rotation operation amount of the handle 20 from a predetermined initial rotation position having a symmetrical attitude to the ECU 50. To do.

  Furthermore, the ECU 50 is electrically connected to a gyro sensor 57 serving as a posture detecting unit installed at an appropriate location (for example, the lower end) of the stay 17. The gyro sensor 57 is for detecting the posture (standing state, sleeping state, etc.) of the stay 17, and outputs a detection signal Sp representing the posture to the ECU 50. Note that the ECU 50 acquires, for example, the inclination angle of the stay 17 with respect to the horizontal plane (ground) based on the detection signal Sp. Then, the ECU 50 detects that the stay 17 is sleeping when the tilt angle falls within a predetermined range, or detects that the stay 17 stands when the tilt angle falls within the predetermined range.

  Further, the ECU 50 is electrically connected to a vehicle speed sensor 58 installed at an appropriate location of the electric vehicle 10 (for example, a peripheral portion of the axis O2). The vehicle speed sensor 58 is for detecting the traveling speed of the electric vehicle 10 and outputs a detection signal Sv representing the traveling speed to the ECU 50.

The ECU 50 is electrically connected to both the electric motors 33 and individually controls the rotation direction and the rotation speed of the electric motors 33.
That is, the ECU 50 inputs the operation signal Ms from the selection switch 28, and determines the straight traveling direction corresponding to the forward movement and the reverse movement according to the type of usage pattern. Specifically, for example, the ECU 50 matches forward and reverse in the seat riding mode with the forward straight direction and the reverse straight direction, respectively. Alternatively, the ECU 50 matches the forward movement and the reverse movement in the cart mode with the reverse straight traveling direction and the forward straight traveling direction, respectively.

  Further, the ECU 50 inputs the detection signal Mh from the rotation operation amount sensor 56 to determine the rotation ratio of the both electric motors 33. Specifically, the ECU 50 determines that the rotation ratio of both the electric motors 33 is 50:50 when the handle 20 is directed straight. Alternatively, when the steering wheel 20 is rotated in either the left or right direction, the ECU 50 sets the radius from the turning center so as to turn at a radius corresponding to the turning operation direction and the turning operation amount. The rotation ratio of both electric motors 33 is obtained so as to be proportional.

  Further, the ECU 50 inputs the operation signal Ma from the accelerator lever 26 so that the ratio of the rotational speeds of the both electric motors 33 becomes the above-described rotation ratio, and the average of both corresponds to the operation signal Ma from the accelerator lever 26. The rotational speeds of both electric motors 33 are determined so that the rotational speeds are the same. Then, the ECU 50 rotates both the electric motors 33 together with the drive wheels 11 at the determined rotation speed. Needless to say, the rotational directions of the electric motors 33 and the like coincide with the moving direction of the electric vehicle 10 in accordance with the forward or reverse travel in the usage mode selected by the selection switch 28.

  In particular, the ECU 50 inputs the operation signal Ms from the selection switch 28 and the operation signal Mt from the trigger switch 29 at the same time, so as to basically switch the first lock mechanism 31 to the unlocked state, The drive signal described above is output. At this time, the unlocking actuator 32 is activated and the first locking mechanism 31 is switched to the unlocked state, so that the electric vehicle 10 can be switched between the use state (seat riding mode or cart mode) and the carry mode. Become. Alternatively, the ECU 50 stops outputting the drive signal to the unlocking actuator 32 when at least one of the operation signal Ms from the selection switch 28 and the operation signal Mt from the trigger switch 29 is lost. Thereby, irrespective of the angle which the deck 16 makes with the stay 17, those relative rotation is controlled.

  Next, a control mode by the ECU 50 when the electric vehicle 10 in the use state (seat riding mode or cart mode) is switched to the carry mode will be described. This process is activated by, for example, an input of an operation signal Ms accompanying a pressing operation of the selection switch 28.

  As shown in FIG. 7, when the process proceeds to this routine, the ECU 50 determines whether or not the deck storage switch 52 is turned off and the deck deployment switch 51 is turned on (step S11). That is, the ECU 50 determines whether or not the electric vehicle 10 is in use. If it is determined that the deck storage switch 52 is on and / or the deck deployment switch 51 is off, the ECU 50 ends the process. This is because there is a high possibility that the electric vehicle 10 has already been switched to the carry mode.

  If it is determined in step S11 that the deck storage switch 52 is off and the deck expansion switch 51 is on, the ECU 50 has the sheet storage switch 54 on and the sheet expansion switch 53 off. Whether or not (step S12). That is, the ECU 50 determines whether or not the seat 40 is in the storage position. Here, if it is determined that the sheet storage switch 54 is at least one of OFF and the sheet expansion switch 53 is ON, the ECU 50 ends the process as it is. This is because the possibility that the seat 40 is in the unfolded position is high and the electric vehicle 10 is prevented from being folded in that state.

  If it is determined in step S12 that the sheet storage switch 54 is on and the sheet deployment switch 53 is off, the ECU 50 determines whether or not the stay 17 is on the basis of the detection signal Sp of the gyro sensor 57. Judgment is made (step S13). Here, if it is determined that the stay 17 is not standing, the ECU 50 ends the process as it is. This is because the deck 16 may fall when the electric vehicle 10 is folded while the stay 17 is not standing, that is, in the sleeping state.

  If it is determined in step S13 that the stay 17 is standing, the ECU 50 determines whether or not the traveling speed of the electric vehicle 10 is zero based on the detection signal Sv of the vehicle speed sensor 58 (step S14). Here, if it is determined that the traveling speed of the electric vehicle 10 is not zero, the ECU 50 ends the process as it is. This is to prevent the electric vehicle 10 from being folded while running.

  When it is determined in step S14 that the traveling speed of the electric vehicle 10 is zero, the ECU 50 determines whether or not both the trigger switch 29 and the selection switch 28 are on (step S15). Here, when it is determined that at least one of the trigger switch 29 and the selection switch 28 is OFF, the ECU 50 ends the process as it is. This is because there is a possibility that it is not an intentional operation of the user U.

  If it is determined in step S15 that both the trigger switch 29 and the selection switch 28 are on, the ECU 50 drives both braking mechanisms 34 to lock both drive wheels 11 (step S16). Subsequently, the ECU 50 outputs a drive signal to operate the lock release actuator 32 (step S17). Accordingly, the first lock mechanism 31 is switched to the unlocked state, and the relative rotation of the deck 16 and the stay 17 is allowed. Then, the user U can fold the electric vehicle 10 while holding the handle 20 (the grip part 24 at the time of conveyance) while bringing the deck 16 close to the stay 17. Alternatively, the user U can fold the electric vehicle 10 while bringing the stay 17 close to the deck 16. That is, the electric vehicle 10 may be standing or sleeping when the folding is completed.

  Next, the ECU 50 determines whether or not both the trigger switch 29 and the selection switch 28 are on (step S18). Here, if it is determined that both the trigger switch 29 and the selection switch 28 are on, the ECU 50 determines whether or not the deck storage switch 52 is on (step S19). If it is determined that the deck storage switch 52 is off, the ECU 50 returns to step S18 and repeats the same processing. If it is determined in step S19 that the deck storage switch 52 is on, the ECU 50 stops outputting the drive signal to stop the operation of the unlocking actuator 32 (step S20), and the process ends. Alternatively, when it is determined in step S18 that at least one of the trigger switch 29 and the selection switch 28 is OFF, the ECU 50 similarly stops outputting the drive signal (step S20) and ends the process. Therefore, until the folding of the electric vehicle 10 is completed by the processing of step S17 to step S20, for example, unless the right hand H of the user U is separated from the handle 20 (the handle part 24 at the time of conveyance) or the grip is loosened for some reason. The relative rotation of the deck 16 and the stay 17 is allowed. On the other hand, for example, when the right hand H of the user U is separated from the handle 20 (the grip part 24 at the time of conveyance) or the grip is loosened for some reason, the relative relationship between the deck 16 and the stay 17 even if the folding of the electric vehicle 10 is not completed. The rotation is quickly regulated.

  Next, a control mode by the ECU 50 when the electric vehicle 10 in the carry mode is switched to the use state (seat riding mode or cart mode) will be described. This process is activated by, for example, an input of an operation signal Ms accompanying a pressing operation of the selection switch 28.

  As shown in FIG. 8, when the process proceeds to this routine, the ECU 50 determines whether the deck storage switch 52 is on and the deck deployment switch 51 is off (step S31). That is, the ECU 50 determines whether or not the electric vehicle 10 is in the carry mode. Here, if it is determined that the deck storage switch 52 is at least one of OFF and the deck expansion switch 51 is ON, the ECU 50 ends the process as it is. This is because there is a high possibility that the electric vehicle 10 has already been switched to the use state.

  If it is determined in step S31 that the deck storage switch 52 is on and the deck deployment switch 51 is off, the ECU 50 determines whether the stay 17 is sleeping based on the detection signal Sp of the gyro sensor 57. Judgment is made (step S33). If it is determined that the stay 17 is not sleeping, the ECU 50 ends the process. This is because if the stay 17 is not sleeping, that is, if the electric vehicle 10 is to be deployed while standing, the deck 16 may fall.

  If it is determined in step S33 that the stay 17 is sleeping, the ECU 50 determines whether or not the traveling speed of the electric vehicle 10 is zero based on the detection signal Sv of the vehicle speed sensor 58 (step S34). Here, if it is determined that the traveling speed of the electric vehicle 10 is not zero, the ECU 50 ends the process as it is. This is to avoid the electric vehicle 10 being deployed in the traveling state.

  If it is determined in step S34 that the traveling speed of the electric vehicle 10 is zero, the ECU 50 determines whether or not both the trigger switch 29 and the selection switch 28 are on (step S35). Here, when it is determined that at least one of the trigger switch 29 and the selection switch 28 is OFF, the ECU 50 ends the process as it is. This is because there is a possibility that it is not an intentional operation of the user U.

  If it is determined in step S35 that both the trigger switch 29 and the selection switch 28 are on, the ECU 50 drives both braking mechanisms 34 to lock both drive wheels 11 (step S36). Subsequently, the ECU 50 outputs a drive signal to operate the lock release actuator 32 (step S37). Accordingly, the first lock mechanism 31 is switched to the unlocked state, and the relative rotation of the deck 16 and the stay 17 is allowed. Then, the user U can deploy the electric vehicle 10 while releasing the stay 17 from the deck 16 while grasping the handle 20 (the grip part 24 at the time of conveyance).

  Next, the ECU 50 determines whether or not both the trigger switch 29 and the selection switch 28 are on (step S38). Here, if it is determined that both the trigger switch 29 and the selection switch 28 are on, the ECU 50 determines whether or not the deck deployment switch 51 is on (step S39). If it is determined that the deck deployment switch 51 is off, the ECU 50 returns to step S38 and repeats the same processing. If it is determined in step S39 that the deck storage switch 52 is on, the ECU 50 stops outputting the drive signal to stop the operation of the unlocking actuator 32 (step S40), and the process ends. Alternatively, when it is determined in step S38 that at least one of the trigger switch 29 and the selection switch 28 is OFF, the ECU 50 similarly stops outputting the drive signal (step S40) and ends the process. Therefore, until the deployment of the electric vehicle 10 is completed by the processing of step S37 to step S40, for example, unless the right hand H of the user U is separated from the handle 20 (the grip part 24 at the time of conveyance) or the grip is loosened for some reason. The relative rotation of the deck 16 and the stay 17 is allowed. On the other hand, for example, if the right hand H of the user U is separated from the handle 20 (the grip part 24 at the time of conveyance) or the grip is loosened for some reason, the relative relationship between the deck 16 and the stay 17 even if the electric vehicle 10 is not fully deployed. The rotation is quickly regulated.

  Note that the ECU 50 limits the traveling of the electric vehicle 10 under certain conditions even when the switching to the use state (seat riding mode or cart mode) is completed. Specifically, the ECU 50 determines whether or not the stand opening switch 55 is on, and allows the electric vehicle 10 to travel when it is determined that the stand opening switch 55 is not on. This is to prevent the stand 19 from being dragged when the electric vehicle 10 travels with the stand 19 open. The travel restriction of the electric vehicle 10 may be, for example, the locking of both driving wheels 11 by the both braking mechanisms 34.

Next, the effect of this embodiment will be described.
(1) In this embodiment, when the operation signal Mt or the like is output in accordance with the operation of the trigger switch 29 or the like when the electric vehicle 10 is in use, if the seat 40 is not detected to be in the deployed position, the ECU 50 As a result, a drive signal is output to the lock release actuator 32. Thereby, the electric vehicle 10 can be switched to the carry mode while the deck 16 and the stay 17 are relatively rotated. On the other hand, if the operation signal Mt or the like is output in accordance with the operation of the trigger switch 29 or the like when the electric vehicle 10 is in use, the drive signal is unlocked by the ECU 50 if it is detected that the seat 40 is in the deployed position It is not output to the actuator 32. Thereby, the relative rotation of the deck 16 and the stay 17 remains restricted, and the electric vehicle 10 can be prevented from being switched to the carry mode while the seat 40 is deployed.

  (2) In the present embodiment, when the operation signal Mt or the like is output in accordance with the operation of the trigger switch 29 or the like while the electric vehicle 10 is in use, the stay 17 is raised (standing) by the gyro sensor 57. If detected, the ECU 50 outputs a drive signal to the lock release actuator 32. Thereby, the electric vehicle 10 can be switched to the carry mode while the deck 16 and the stay 17 are relatively rotated. On the other hand, when the operation signal Mt or the like is output in accordance with the operation of the trigger switch 29 or the like when the electric vehicle 10 is in use, if the standing state of the stay 17 is not detected by the gyro sensor 57, the drive signal is locked by the ECU 50. It is not output to the release actuator 32. Accordingly, it is possible to suppress the release of the relative rotation restriction in a state where the stay 17 is not in the standing state, for example, in a state where the stay 17 is sleeping and the deck 16 is standing up. Can prevent the deck 16 from falling. In particular, although the simultaneous operation of the selection switch 28 and the trigger switch 29 is the operating condition of the unlocking actuator 32, the smooth operability in one motion that can be operated only with the right hand H is realized, thereby causing an erroneous operation. It can suppress suitably that the restriction | limiting of the said relative rotation is cancelled | released.

  (3) In the present embodiment, when the output of the operation signal Mt is stopped in a state where the drive signal is output to the lock release actuator 32, that is, when the operation of the trigger switch 29 or the like is stopped for some reason. The drive signal output is stopped. Therefore, the relative rotation can be quickly controlled by the first lock mechanism 31 in accordance with the cancellation of the intention to cancel the restriction of the relative rotation. For example, when the right hand H of the user U is separated from the handle 20 (the grip part 24 at the time of conveyance) or the grip is loosened for some reason, the relative rotation can be quickly controlled by the first lock mechanism 31 and thus electric It is possible to prevent the stay 17 and the like from falling while the vehicle 10 is switched to the carry mode.

  (4) In the present embodiment, the grip 24 at the time of transporting gripped by the user U when transporting the electric vehicle 10 in the carry mode is, for example, both grip portions gripped by the user U riding on the electric vehicle 10 in the seat riding mode. 23 is disposed at the center in the vehicle width direction of the handle 20 continuously integrated with the vehicle 23. The selection switch 28 and the trigger switch 29 provided on the grip part 24 at the time of conveyance are viewed from the front of the electric vehicle 10 (stands in the reverse traveling direction at a position closer to the forward traveling direction than the electric vehicle 10). The thumb T of the right hand H of U and the other fingers F are arranged at portions that can be pressed. Therefore, the user U can operate the selection switch 28 and the trigger switch 29 simultaneously without basically changing the way of gripping the handle 20. For this reason, for example, when the electric vehicle 10 is switched to the carry mode, the selection switch 28 and the trigger switch 29 are operated simultaneously (instruction for unlocking the first lock mechanism 31) → the operation of the unlock actuator 32 (locking the first lock mechanism 31). Release) → Folding of the electric vehicle 10 → Release operation of the selection switch 28 and the like (instruction to lock the first lock mechanism 31) → Stop operation of the lock release actuator 32 (lock of the first lock mechanism 31) → Completion of switching to the carry mode → In a series of movements leading to the conveyance of the electric vehicle 10, it can be operated in one motion without releasing the hand from the handle 20.

  Further, the operation of lowering the stay 17 or raising the deck 16 when the electric vehicle 10 is folded can be further stabilized, and the support of the stay 17 is always from above, so that the electric vehicle 10 can be held lightly. In particular, when an eccentric load is input to the rotatable handle 20, the handle 20 easily swings. Basically, the user U moves the handle portion 24, that is, the handle 20. The center part in the vehicle width direction is gripped, and the holding of the electric vehicle 10 during folding or subsequent conveyance can be further stabilized.

  On the other hand, the selection switch 28 and the trigger switch 29 are, for example, arranged so as to be very difficult to be pressed even when the user U at the time of boarding tries to operate, and the first lock mechanism 31 may be released due to an erroneous operation. Can be reduced.

  (5) In the present embodiment, since the unlocking actuator 32 is driven and controlled by the ECU 50, it is possible to achieve both operability and operational safety based on appropriate judgment of the state of the user U and the electric vehicle 10. Alternatively, even if the operating force required for unlocking the first lock mechanism 31 becomes excessive depending on the state of the electric vehicle 10, the unlocking can be smoothly performed by driving the electric unlocking actuator 32.

  (6) In the present embodiment, the relative rotation of the deck 16 and the stay 17 when the electric vehicle 10 is switched between the use state and the carry mode is left to manual operation by the user U. The speed can be determined independently by the user U. Therefore, switching between the use state of the electric vehicle 10 and the carry mode can be performed at a speed suitable for the sense of the user U, and convenience can be enhanced.

(7) In this embodiment, when carrying the electric vehicle 10, it can compact by switching to carry mode.
(8) In the present embodiment, the user U can output the operation signal Mt and the like by operating the trigger switch 29 and the like while gripping the handle portion 24 during transport of the handle 20. At this time, the ECU 50 outputs a drive signal to the lock release actuator 32, so that the restriction of the relative rotation by the first lock mechanism 31 is released. As a result, the user U can switch the electric vehicle 10 between the use state and the folded state while relatively rotating the deck 16 and the stay 17 while supporting the stay 17 while holding the handle portion 24 during conveyance. it can. As described above, the user U operates the trigger switch 29 and the like, and switches the electric vehicle 10 between the use state and the folded state in one motion with a series of movements while holding the handle portion 24 during transport. And operability can be further improved.

  (9) In the present embodiment, the output of the drive signal by the ECU 50 is executed when both the operation signals Mt and Ms are output simultaneously. Therefore, on the assumption that the user U is in the non-riding state, the restriction of the relative rotation by the first lock mechanism 31 is released, so that the user U remains in the riding state and the first lock mechanism 31 It is possible to suppress the malfunction of the unlocking actuator 32 such that the restriction on the relative rotation is released.

  (10) In the present embodiment, the selection switch 28 and the trigger switch 29 are both installed in the transport handle 24 so that the user U can grasp the selection switch 28 and the trigger switch while holding the transport handle 24. 29 can be easily operated simultaneously in one motion, and the operability can be further improved while suppressing malfunction of the unlocking actuator 32.

In addition, you may change the said embodiment as follows.
In the above embodiment, as in the cart mode, the stay 17 is inclined so as to go in the reverse traveling direction as it goes upward, and the seat 40 extends substantially downward along the stay 17 so that the electric vehicle 10 is It may be switched to the standing riding mode as the use state. In this standing riding mode, the user U holds the handle 20 in the forward running direction, puts one foot on the ground, and puts the opposite foot on the deck 16. Thereby, the user U can move by human power while kicking the ground with one foot. In the standing riding mode, an appropriate lock mechanism capable of manually or electrically fixing rotation around the axis extending in the vertical direction of the bearing member 18 is provided so that the axis of the driven wheel 12 is fixed in the vehicle width direction. preferable.

In the embodiment, the drive wheel 11 may be rotatably supported by the deck 16.
In the embodiment, the driven wheels 12 may be provided as a pair with an interval in the vehicle width direction.

In the above embodiment, the braking mechanism 34 may be built in the electric motor 33.
In the embodiment, the arrangement of the accelerator lever 26 and the brake button 27 on the handle 20 is arbitrary. For example, the accelerator lever 26 and the brake button 27 may be collectively arranged on one side of the handle 20 in the vehicle width direction.

In the above-described embodiment, at least one of the accelerator lever 26 and the brake button 27 may be disposed at an appropriate position of the electric vehicle 10 other than the handle 20.
In the above-described embodiment, instead of the accelerator lever 26, an instruction for the movement speed (speed adjustment) may be given by a speed input device such as a joystick installed at an appropriate position of the handle 20, for example. Similarly, instead of the brake button 27, an instruction to decelerate or stop may be given by a speed input device such as a joystick installed at an appropriate position of the handle 20, for example.

  In the above embodiment, the handle 20 may be fixed to the stay 17 so as not to rotate. In this case, the steering angle may be instructed by a direction input device such as a joystick installed at an appropriate position of the handle 20, for example.

  In the above-described embodiment, the selection switch 28 may be disposed other than the handle portion 24 at the time of conveyance of the handle 20, or may be disposed at an appropriate location of the electric vehicle 10 other than the handle 20. Similarly, the trigger switch 29 may be disposed other than the handle portion 24 at the time of conveyance of the handle 20, or may be disposed at an appropriate position of the electric vehicle 10 other than the handle 20.

In the embodiment, the unlocking actuator 32 may be operated only by operating the trigger switch 29.
In the embodiment, the first lock that restricts the relative rotation of the deck 16 and the stay 17 only when the angle formed between the deck 16 and the stay 17 matches the angle corresponding to the fully open state and the fully closed state. The mechanism 31 may be used. In this case, either the deck deployment switch 51 or the deck storage switch 52 may be omitted. When the deck unfolding switch 51 is omitted, the deck retract switch 52 does not detect the angle corresponding to the fully closed state (that is, the carry mode), so that the angle corresponds to the fully opened state (that is, the use state). Can be detected. On the other hand, when the deck retract switch 52 is omitted, the deck expansion switch 51 does not detect the angle corresponding to the fully open state (that is, the use state), so that the angle corresponding to the fully closed state (that is, the carry mode). ) Can be detected.

  In the embodiment, instead of the deck unfolding switch 51 and the deck retracting switch 52, an appropriate rotation sensor that can detect an angle formed between the deck 16 and the stay 17 may be employed.

  In the embodiment, the second lock mechanism that restricts the relative rotation of the seat 40 and the stay 17 only when the rotation position of the sheet 40 with respect to the stay 17 coincides with the rotation position corresponding to the deployed position and the storage position. 41 may be sufficient. In this case, either the sheet expansion switch 53 or the sheet storage switch 54 may be omitted. If the sheet unfolding switch 53 is omitted, the rotation position corresponding to the unfolded position can be detected by the sheet retracting switch 54 not detecting the position corresponding to the unfolded position. On the contrary, when the sheet storage switch 54 is omitted, the rotation position corresponding to the expansion position is not detected by the sheet expansion switch 53, so that the rotation position corresponding to the storage position can be detected. It is.

  In the embodiment, instead of the sheet expansion switch 53 and the sheet storage switch 54, an appropriate rotation sensor that can detect the rotation position of the sheet 40 with respect to the stay 17 may be employed.

  In the embodiment described above, the selection switch 28 is used to select the type of usage of the electric vehicle 10 (seat riding mode, etc.) in a progressive manner according to the number of pressing operations. In this case, it is preferable to provide an appropriate notification member (such as a light emitting member or a utterance member) that notifies the user U of the type of usage of the selected electric vehicle 10. The selection switch 28 may be a switch that can individually select the mode of the electric vehicle 10.

  In the above embodiment, the ECU 50 controls all functions of the electric vehicle 10, but the functions may be controlled by a plurality of control devices. At this time, in the case where linkage is required between a plurality of control devices, a master-slave relationship may be defined between the control devices.

Next, the technical idea that can be grasped from the above embodiment and other examples will be described below.
(B) In the above electric vehicle,
The handle has a loop shape having a handle portion at the time of conveyance at the center in the vehicle width direction on the side away from the stay,
The unlocking operation unit is an electric vehicle that is installed in the grip unit during conveyance.

  According to this configuration, the user can output the operation signal by operating the unlock operation unit while grasping the handle part at the time of conveyance of the handle. At this time, when the drive signal is output to the lock release member by the control unit, the restriction on the relative rotation by the lock member is released. As a result, the user switches the electric vehicle between the use state and the folded state while relatively rotating the deck and the stay while supporting the stay while holding the handle portion during transport. Can do. In this way, the user can operate the operation of the unlocking operation unit and the switching of the electric vehicle between the use state and the folded state by a series of movements while holding the handle part during transport. The operability can be further improved.

(B) In the above electric vehicle,
A selection operation unit that outputs a second operation signal indicating that the user is in a non-ride state;
The output of the drive signal by the control unit is an electric vehicle that is executed when the operation signal and the second operation signal are simultaneously output.

  According to this configuration, on the assumption that the user is in a non-riding state, the restriction of the relative rotation by the locking member is released, so that the user can move the relative rotation by the locking member while in the riding state. It is possible to suppress the malfunction of the unlocking member such that the movement restriction is released.

  DESCRIPTION OF SYMBOLS 10 ... Electric wheel, 11 ... Drive wheel, 12 ... Drive wheel, 15 ... Main part, 16 ... Deck, 17 ... Stay, 20 ... Handle, 28 ... Selection switch (unlock operation part), 29 ... Trigger switch (unlock) Operation part), 31 ... 1st lock mechanism (lock member), 32 ... Unlock actuator (unlock member), 40 ... Seat, 50 ... ECU (control part), 51 ... Deck expansion switch (1st detection member), 52... Deck storage switch (first detection member) 53. Sheet deployment switch (second detection member) 54. Sheet storage switch (second detection member) 57 57 Gyro sensor (posture detection unit)

Claims (3)

A main body having a deck and a stay rotatably connected to the deck, and supporting a driving wheel, a driven wheel, and a handle;
A seat pivotably connected to the stay and capable of being held in a retracted position and an unfolded position;
A lock member for restricting relative rotation of the deck and the stay;
A lock release member for releasing the restriction of the relative rotation by the lock member so as to be switchable between a use state and a folded state;
A lock release operation unit that outputs an operation signal indicating an intention to release the restriction of the relative rotation;
A first detection member capable of detecting the use state;
A second detection member capable of detecting that the sheet is in the deployed position;
When the operation signal is output in a state where it is detected that the sheet is in use, the relative rotation is performed so that the sheet can be switched to the folded state unless the sheet is detected in the unfolded position. A control signal that outputs a drive signal for releasing the restriction to the lock release member, and that does not output the drive signal to the lock release member if it is detected that the seat is in the deployed position. Electric car. The electric vehicle according to claim 1,
An attitude detection unit for detecting the attitude of the stay;
When the operation signal is output in a state where it is detected that the control unit is in the use state, the control unit sends the drive signal to the lock release member if the standing state of the stay is detected by the posture detection unit. If the standing state of the stay is not detected, the drive signal is not output to the lock release member. In the electric vehicle according to claim 1 or 2,
The control unit is an electric vehicle that stops output of the drive signal when output of the operation signal is stopped in a state where the drive signal is output to the lock release member.

Images